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The "Pig in a Poke" Stroker

The "Pig in a Poke" Stroker
No actually its worse than that. It IS a stroker. However it wasn't built well and it was run hard. It was bored .060 over and they used the incorrect piston dishes. The cylinder walls were scarred and the core is just unusable. The AMC 258 i6 / 4.2l crank and rods are usable and so are the rockers so i can sell those. I dont know if the cam in it has any resale value.

There is no way This engine was running when pulled, there is no way that guy couldnt have known there was something wrong. Its just a wash and goes to show if its too good to be true it probably is.


That just sucks outright. Sorry to hear it.
 
That just sucks outright. Sorry to hear it.

A'int no thing. Ill just have to try to get some money back in selling off the parts that are good.
 
+1 fuel injection is pointless unless its mpfi, thisguy i vote to find a 4.0 core and get wrenching, itll be worth it.
 
At RPM below 3000 there is no significant advantage to MPFI over TBI.:D
 
below 3000 rpm theres negligible difference between tbi and a properly tuned carb.
 
At RPM below 3000 there is no significant advantage to MPFI over TBI.:D

Ive never ran tbi so I wouldn't know. I'm going to tear into TPI wiring again, I've got to missing something simple. The thought of stroker was a nice one but No sense in building a stroker if its gonna cost me 2k+ in parts labor and machining. I could purchase the Edelbrock AMC 360 MPFI kit for that price almost.
 
below 3000 rpm theres negligible difference between tbi and a properly tuned carb.

I would agree with this also, with conditions.

The issue here is not performance but dependability. EFI works so much better when turned vertically or, I would imagine, inverted. It also supplies the correct air/fuel mixture at any engine temp.:D I think in reality what we are doing is getting rid of the float bowl and choke.:chug:
 
I apologize for thread hijacking, I got off track. On the subject of the "stroker" build. It would be trick and a credit to your mechanical abilities BUT Is it a good idea to put so much time effort and money into a plant that requires you to run at excessive RPMs to gain any power advantages. The RPMs the stroker likes may, in fact, take advantage of the efficiency increase offered by the TPEFI but than again is the whole package right for the task at hand??

Perhaps the Floridians, who would have to drive almost to Atlanta to find a rock and who spend much of their recreational time in mud, sand and/or swamp, the extra RPMs are a good thing and if super low crawl ratios are in your plan I can see it as a good thing as well.:chug:

Don't be blinded by the facts, guys.:D
 
I apologize for thread hijacking, I got off track. On the subject of the "stroker" build. It would be trick and a credit to your mechanical abilities BUT Is it a good idea to put so much time effort and money into a plant that requires you to run at excessive RPMs to gain any power advantages. The RPMs the stroker likes may, in fact, take advantage of the efficiency increase offered by the TPEFI but than again is the whole package right for the task at hand??

Perhaps the Floridians, who would have to drive almost to Atlanta to find a rock and who spend much of their recreational time in mud, sand and/or swamp, the extra RPMs are a good thing and if super low crawl ratios are in your plan I can see it as a good thing as well.:chug:

Don't be blinded by the facts, guys.:D

Dang it IO! Fine I'll stick with the 360 sheesh.:D
 
below 3000 rpm theres negligible difference between tbi and a properly tuned carb.

Also efi can correct for atmospheric conditions on the fly. A carb setup requires.You to change your timing and carb tuning when moving into different altitudes
 
all true, i still like the i6's tho, not sure if i would personally build a stroker.
 
If you live back east is there really enough altitude change to actually worry about? Out here in the west, especially in the Rocky's a day's driving can easily see several changes in the thousands of feet. Back east I never really needed to consider the elevation.
 
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If you live back east is there really enough altitude change to actually worry about? Out here in the west, especially in the Rocky's a day's driving can easily see several changes in the thousands of feet. Back east I never really needed to consider the elevation.

Touche but I'm still sold on MPFI. I can't tune or rebuild a carb to save my life.

I dont think that buying a YJ and just swapping out the front clip is going to be way cheaper than slamming a 4.0 into a cj. You would be spenging the money on the fenders hood and grill and putting in time to do the welding and fabbing you have to do to make it all line up right. Plus if you want to do it right you would still need to find a CJ dash, gauges, air box, to complete the look. Even if done well YJ to CJ conversions don't quite look right because they sit differently have have a different stance.

You can get a good running 4.0 with under 130k for under 300 bucks with accessory. They are practically a bolt in operation (i havent done it but thats what i have been told) as the AMC 258 i6 / 4.2l mounts. Whatever tranny you have is compatible so long as it was originally paired with a AMC v8 or I6. If treated properly a 4.0 can easily last up to 200K+
 
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all true, i still like the i6's tho, not sure if i would personally build a stroker.

Well I got to look at the facts. I have a rebuilt 360 that came with the jeep now. Sure I could get it to run if I went with a carb setup but I am not good at carb tuning. Whatever the end state is I want to end up with efi

I make 4.0 conversion harnesses and I have no problem getting 4.0 or AMC 258 i6 / 4.2l /4.0 hybrids to run and can trouble shoot issues with ease. With the TPI I can translate alot of that knowledge and experience but I am way the heck out in the ether with it cause not only am I messing with a slightly different computer control I am also trying to make it work on an engine that it was never intended for.

If I got a hold of a running 4.0 or stroker I could probably be operational in a few weeks most of that time would just be in physically getting the engine out and new one in and getting new exhaust installed.

However, at this point, the 360 isnt costing me any money at all to troubleshoot the TPI and I bet eventually I will figure out what happened to cause it to stop running.

I just got to figure out how bad I want to drive my jeep and how important to me it is to have a solid timeline to get that done. With the TPI i have no idea how long I am looking at. With an I6 I know exactly how long and what to do to get it on the road.
 
i was just saying the standard 4.0 or the standard AMC 258 i6 / 4.2l appeal to me more than making a stroker, even the 4.0 head on the AMC 258 i6 / 4.2l seems like a lot of work for not much benifit and as long as you're not swinging big rubber they both put out plenty of power to do anything you could with a v8 and unlike the v8 they have 7 main bearings and take tons of abuse as you just pointed out, 1/4 million miles isnt out of the question for either powerplant properly maintained.
 
i was just saying the standard 4.0 or the standard AMC 258 i6 / 4.2l appeal to me more than making a stroker, even the 4.0 head on the AMC 258 i6 / 4.2l seems like a lot of work for not much benifit and as long as you're not swinging big rubber they both put out plenty of power to do anything you could with a v8 and unlike the v8 they have 7 main bearings and take tons of abuse as you just pointed out, 1/4 million miles isnt out of the question for either powerplant properly maintained.

Oh man Rufus. The 4.0 head swap is super easy. I can personally say that the difference between the 4.0 head and AMC 258 i6 / 4.2l head is a night an day difference as I did that on my first cj.
 
i just dont see it being necessary with a CJ5 on 31's, if something breaks i definitely wont be re-using a AMC 258 i6 / 4.2l head, not sure if ill go with mpfi yet as i dont know what my cash situation will be like when that comes around but we will see, its full on port injection or straight old school carb for me.
 
I have run my I6 everyplace from the beach to 12000 feet and never once worried about timing or main jet size changes. Once the proper jets were installed for home and the timing set I don't give it a second thought. I think the MSD6 has a lot to do with not running rich as it burns everything that goes into the cylinder. As far as the engine goes I would much prefer running rich to running lean, the engine likes it better. :cool:


Take the advice of a guy that always makes things more complicated than they need to be and KISS.:D
 
If I was half way into putting TPEFI on a 360 I would sure as heck keep at it until I got it right. But thats just me.:D
 
Guy - ooops you caught my original post before I changed it. :( I made the rooky mistake of not realizing that there were several posts between my last post and where we are today. With the other posts between I felt that mine would be more like "piling on" than helpful. So you see the change in the general direction between the deleted post and the one that 's there now.

I really wasn't sparing with you, I was just thinking about the elevation changes we all live our driving lives in. Right now my 360 has its stock Motocraft 2150 carb. THe 2150 has a mechanical altitude compensating device on it that seems to work rather well. With that being said I will eventuially have a fuel injected intake. My old mind is still out on the real need for port side injection over throttle body injection. From what I understand port side injection is snappier or responds quicker to the throttle, but is that a good thing for 4 wheeling and old Jeep frames. I've been told that a snappy engine is much harder on a frame than an engine that produces power in a steady, more deliberate manner.

One thing for sure is an injected engine is in my future. I like the idea that there's a computer out there constantly sniffing the air currents to find the very best way to handle the enginse fuel intake.

I agree with IO, Keep after your problem. You are right, it is very likely something small. Ask yourself, what is the difference between the days it is running perfectly and the days it craps out. Your answer might lay in the answer somewhere.
 

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